Lading tie fastener



g- 5, 1952 I M. s. JO4HNSON EI'AL 2,605,721

LADING TIE FASTENER Filed March 19, 1951 2 SHEETS-SHEET 2 Patented Aug. 5, 1952 LADING TIE FASTENER Malcolm S. Johnson, Chicago, andEdward Payson Smith, Winnetka, Ill., assignors to Illinois Railway Equipment Company, Chicago, 111., a corporation of Illinois Application March 19, 1951, Serial No. 216,316

7 Claims. (01.105-369) Our invention relates to lading tie fasteners especially intended for use in house or box cars and which may become a permanent unit or part of the car and permit repeated use as occasion requires and which, when not in use as a tie strap fastener, will not interfere With the shipment of other commodities nor cause injury thereto nor to the shipment handling individual.

The purpose of our device is to eliminate the present-day practice of nailing cleats to the inside wood lining of the box car as an anchoring means for the steel bands used to prevent loads or commodities shifting during car transit and becoming damaged. The use of cleats is very objectionable and undesirable because when they are removed considerable damage to the car wood lining is produced by the tearing and splitting action of the nails While being withdrawn, and with repeated operations causes the lining to become more or less macerated and incapable of holding nails for subsequent cleat fastening.

The prerequisites of a suitable tie fastener or anchor are strength-non-deteriorating material, such as pressed steeleasy access and threading of the tie strap of band, that may be readily applied and countersunk in the car lining, present a smooth outer face, effect an adequate seal and prevent crevices of size sufficient to harbor insects and permit their germination, such as weevils. V

Our improved tie fastener is especially designed to meet these requirements and to permit its easy application to cars in use without need for changing the usual car construction and its objects and the advantages inherent in the construction may all be readily comprehended from the detail description of the accompanying drawings wherein:

Figure 1 is a perspective view of our improved tie band fastener or anchor, showing a portion of a railroad house car with the fastener secured in place.

Figure 2 is a cross-sectional view taken substantially on the line 22 of Figure 1.

Figure 3 is a perspective view of the rear side of the fastener.

Figure 4 is a vertical sectional view taken along the line 44 of Figure 3.

Figure 5 is a detail sectional iew on the line 5-5 of Figure 1.

Our improved anchor preferably is made of pressed steel, possessing the requisite strength and in the particular exemplification initially consists of three pieces, a body member or back plate A, a tie bar B, and a face plate C, which are projection welded together into a unitary structure.

In order to enable easy installation, the body member A is in the form of an annular steel plate of preselected size provided with an annular and rearwardly disposed flange I0, see Figures 3 and 4, while'the forward side of the plate, substantially at its transverse median line is pressed into a concaved channel or trough I l whose ends curve outwardly and terminate adjacent the perimetrical flange I0; the channel sides being closedagainst egress to the rear of the plate and assist in guiding the lading tie band; the body member A, except for the fastening screw or bolt-receiving openings, l2, l2, l2, l2, being imperforate.

The opposite marginal sides of the trough each have a depressed cavity l3, l3, disposed in a transverse direction of the deepest part of the trough H. The cavities l3, l3, are intended to receive the ends of an auxiliary tie bar I l, which preferably is coextensive with the socket formed by the cavities l3, l3 and the intersected trough I I at the point of its greatest depth.

The outer or car side of the anchor or tie fastener preferably is provided with a reenforcing face plate [5, of diameter equal to that of the body member A and also made of pressed steel. The annular face plate has two cut-out portions 'or rectangular Windows at 5, [6, at opposite sides of the complemental tie bar portion [1 to which the auxiliary tie bar It preferably is intimately secured, as by welding, and which portion H, in conjunction with the comparatively heavy auxiliary bar It, receives the conventional tie straps which are inserted through one of the window openings l6, into the channel It and thence outwardly of the other window opening it and the strap portions then secured together and the strap passed about the commodity and threaded through the window openings of the anchor arranged in the opposite car side Wall.

It is understood, of course, that before the tie straps are applied, the anchors are securely fastened in their countersunk condition by suitable bolts or screws which extend through bolt holes at IS, in the cover or face plate l5, formed to register with the bolt or screw receiving holes I2 in the body member, as shown in Figures 3 and 4.

The tie anchors are generally arranged coincident with the car framing or side wall posts as shown at H]; and the car sheathing or inner wall 26, in order to prevent ingress of vermin between the car walls, preferably is provided with an annular socket of depth less than the thickness of the sheathing and of depth just sufficient to receive the anchor and permit the latter to lie flush with the car inner wall as shown in Figure 2.

The car wood filler or side wall posts IH are usually arranged adjacent the car outer steel posts as shown at 2|, Figures 1 and 5.

It may be desirable, in order to provide greater holding strength, to position our improved anchor on the car lining where it would overlap both the wood or filler post 19 and the flange of the steel or metal post 25, as shown in the detail; sectional view, Figure 5, with the screws 22 through the right hand side of the anchor screwing through the unbored portion of the lining boards 20 and into the filler or wood post i9, while the bolts or screws 23 at the left hand side of the anchor would pass through the unbored portion of the lining boards 28 and into tapped holes in the metal angle or side post 2|, as illustrated in Figure 5.

We have shown and described what we believe to be the preferred exemplification of our invention; having described the same in terms of description and not in terms of limitation, as modifications are possible and may be made without,

posed channel whose ends slope outWardly-toward the outer face of the member, and. an outer or tie bar providing member adapted to be secured to the body member with its tie bar producing portion arranged transversely of the intermediate portion of said channel with tie strap passages at opposite sides of said bar producing portion.

2. A lading tie fastener for railroad house cars comprising a main body member of predetermined thickness adapted to be countersunk in the car lining boards and having a transversely extending concaved groove of greatest depth centrally between the ends, and an outer member removably secured to the body member and provided with a bar-like portion arranged transversely of said groove. 7

3. A lading tie fastener for railroad house cars comprising a circular pressed steel body member adapted to be countersunk in and secured to the car lining boards and having a transversely disposed concaved channel whose ends curve toward the front face of the member; a cover member provided with spaced window openings adapted to register with opposite ends of said channel while the integral portion between said window openings is arranged transversely of said channel to constitute the tie strap fastening bar; and means whereby the body member and cover member are combinedly secured in place.

4. A lading tie fastener for railroad house cars comprising a circular pressed steel body member having a rearwardly disposed annular flange and adapted to be countersunk in the car lining boards, the member having a transversely disposed dished straight-sided groove pressed therein with its ends curving outwardly toward the forward face of the member; an annular cover plate with spaced window-openings coincident with the curved ends of said body groove; a tie strap attaching bar secured to said cover plate intermediate said window openings and arranged transversely of the intermediate part of the dished groove; and means whereby said members combinedly are secured in place.

5. A lading tie fastener for railroad house cars comprising a pressed steel body member, the forward face whereof has a depressed tie strap-receiving concaved groove; a cover plate for said body member; a tie strap attaching bar secured to the cover plate and arranged transversely of said groove in spaced relation with the groove bottom; and means whereby the cover plate and body member are secured together and to the car wall.

6. A lading tie fastener for railroad house cars comprising a body member with a depressed tie strap receiving channel; a cover plate provided with spaced apart window openings communicating with said channel; a tie strap attaching bar disposed transversely of said channel intermediate the window openings; and means whereby said elements are secured together and to the car walls.

7. A lading tie fastener for railroad house cars comprising a body member having a transversely disposed tie strap receiving concaved channel and a bar receiving depression intersecting said channel intermediate its ends; a cover plate formed to provide access to said channel for passage of the tie strap into said channel; a tie strap attaching bar arranged in said depression and intimately secured to said cover plate; and means whereby the assembled elements may be held together and secured to the car wall.

MALCOLM S. JOHNSON. EDWARD PAYSON SMITH.

No references cited. 

